I am getting ready for my winter makeover on my 1974 chevy 250. I was watching Langdon for a while for their split manifolds, but went to their website, and its closed.I think they sold their stuff to a place called 12bolt.com?

There is also Clifford performance, that has a 1300 dollar package deal for a intake, headers, carb, etc..I think its a 2 barrel.

She'll wake right up then. About 200-225hp, 225-250 ft-lbs. Add in the right gearing and trans and she'll move along just fine. My old 68 Camaro could run circles around my buddy's 100% stock 68 327 2bbl car.

"As of Oct 1st 2017 Langdon's Stovebolt Engine Parts Co. will only be selling parts for 216, 235, 261 Chevrolet and Chrysler Spitfire and Mopar flatheads. Please continue to order using our on-line catalog. We will call you to discuss and complete your order as appropriate, for your needs. Credit card will only be taken, after we discuss and finalize your order."

She'll wake right up then. About 200-225hp, 225-250 ft-lbs. Add in the right gearing and trans and she'll move along just fine. My old 68 Camaro could run circles around my buddy's 100% stock 68 327 2bbl car.

Yes, mine is the non integrated head, I think that started in 75?

I seen folks using Langdons, and thought they looked nice, and a little sturdy. I see now that 12bolt has them. He might have bought their stock up from them.

I didn't know Summit sold stuff for the 250, as in high performance stuff.

Would the 4 barrel be too much for my 250, without having to rejet it? I have only taken one barrels apart. And for a cam, I have done V8's, but never messed with one of these. I'm going to have to do some reading. It's very easy to get to everything on here, which is nice, but I am lost with the cam.

WOW! You were running around a 327, thats actually impressive! I was told by a friend that these 250's can take a beaten and keep going. Supposed to have a strong bottom end. I don't beat my car, but occasionally like to step in it a little.

I would be thrilled with 200hp! I seen that CLifford performance kit, and didn't know if they were any good. It is a 2 barrel though.

I did see Langdon is mostly stopping with the 250's for some reason, unless I am misunderstanding.

But on 12bolt, They do have the split headers/manifolds.

I seen that one guy on 12bolt, I subscribe to his channel on youtube. I think its the one with the older El Camino. He did a good job, that thing hauls the mail! That 12bolt sight has the lump port too, I am not brave enough to try that. He also did a dyno on a 292 I think, and grabbed almost 400hp. That guys good, great personality too!

"As of Oct 1st 2017 Langdon's Stovebolt Engine Parts Co. will only be selling parts for 216, 235, 261 Chevrolet and Chrysler Spitfire and Mopar flatheads. Please continue to order using our on-line catalog. We will call you to discuss and complete your order as appropriate, for your needs. Credit card will only be taken, after we discuss and finalize your order."

She'll wake right up then. About 200-225hp, 225-250 ft-lbs. Add in the right gearing and trans and she'll move along just fine. My old 68 Camaro could run circles around my buddy's 100% stock 68 327 2bbl car.

Yes, mine is the non integrated head, I think that started in 75?

I seen folks using Langdons, and thought they looked nice, and a little sturdy. I see now that 12bolt has them. He might have bought their stock up from them.

I didn't know Summit sold stuff for the 250, as in high performance stuff.

Would the 4 barrel be too much for my 250, without having to rejet it? I have only taken one barrels apart. And for a cam, I have done V8's, but never messed with one of these. I'm going to have to do some reading. It's very easy to get to everything on here, which is nice, but I am lost with the cam.

WOW! You were running around a 327, thats actually impressive! I was told by a friend that these 250's can take a beaten and keep going. Supposed to have a strong bottom end. I don't beat my car, but occasionally like to step in it a little.

I would be thrilled with 200hp! I seen that CLifford performance kit, and didn't know if they were any good. It is a 2 barrel though.

Holley makes a 390 CFM 4 bbl that is just about perfect for the 250. Almost everyone on here has or is running one.

A 2bbl 327 isn't all that fast especially with a powerglide so it's not a huge accomplishment...

As to the cam: several companies make them. The hard part is changing one. First off they're rediculously long so you have to figure out how you're going to pull it out. I had to jack up the front of my engine, remove the grill and radiator and pull it out the front of the car. Then you have to get a new cam gear, heat it up, and slide it on. Then there's the retainer and finding those screws through the existing cam gear. While you're doing that you'll want to get new lifters, springs and valve seals... it snowballs real quick. Mine lead to way more than I had planned!

The L6 is so stout because it has 7 mains and is naturally balanced. You get it running right and even with a heavy cam it'll bare move at idle. They're just darn smooth.

Saw a video of someone who removed all the oil from one of these and ran it at WOT until it blew. Lasted about 15 minutes from what I recall. I don't know of any other engine that can do that.

You might check with Gaerte engines/Topp racing parts. They are building me a 292 with serpentine belt A/C and alt. bilit crank. Crank fired ignition, 12 port Sissell head. weiand 142 blower and 3x2bbl. Roch carbs. If you go to vintagespeed.com my carbs are the third one down on home page.

For a cam, a lot of the manufactures can grind you a cam. Want to talk to a human being who is doing something more then reading out of a catalog? Call Schneider in San diego. They have done my last couple of cams and they have been spot on with their recommendations.

Intake--If you want multiple carbs (and they do look cool on a 6) then consider the Clifford 2x2 using a pair of 38 mm 2bbl Webers. It is a little pricy but worth it. I have that set up on my 261 and it runs really well. Has hot water passages already cast into the floor of the manifold.

Head, you can get the bolt in lumps and go to town. Good three angle valve job, maybe some larger valves.

mdonohue05, I'm currently crafting a 38x38 weber on a bored out, sleeved stock manifold, was wondering if the dual setup was too much..? I like the idea of more even distribution, carb bores closer to ports for the end cyls. How des yours run, and if you don't mind, what engine specs?

The video is my son running my car at the 2018 Trifive nationals. He was taking it down the track himself for the very first time (my high school car, took my drivers test in it, 40 years only me driving). I think there is more in that motor, my son was taking it easy at the request of dad. Still sorting out a few things but it is really a street car. Nonetheless, I would like to see it in the 15.00 without having to resort to more rpm (we were probably shifting at 5500 rpm), bigger tires, stronger trans (Saginaw four speed 3:11 first gear and 4;11 in the rear) and 4;88 gears and the like.

The dual webers will not be too much for you but if that concerns you, start out with the smaller Pinto carbs. Use the 74 version because the fuel inlets are threaded. Rock Auto sells them pretty reasonably.

Your motor will run way better with fewer modifications then my motor just because of the inherent efficiencies in the newer design. So I would not worry about over carbing with a dual set up and the duals look way way cooler.https://www.youtube.com/watch?v=lMVz66tyrKQ

WRT carb bores closer to ports for the end cyls:Many of the 2 X 1 carburetor manifolds (Offenhauser. Cyclone, Edelbrock, Edmunds, Ellis, Sharp, & Weiand) position the carburetor bores exactly mid-way between the end (1-2, 5-6) and center (3-4) intake ports, which IMHO still favors the center cylinders since they are drawing from both carburetors.

This Fenton 2 X 1 moves both carburetor bores closer to the end ports to address this. How much of an improvement? I have no results to report.

I also suspect that the cylinder-to-cylinder mixture distribution may not be constant throughout the range of RPM and engine vacuum. Many transparent manifolds tested with smoke have produced surprising results.

from intake "draw" being pulses, I have to wonder how much a given volume of mixture is being drawn to opposite directions after it leaves the carb.... hahaha like "Hey you, come here" "Oh ok I'm coming" "No no no you need to come here " *screeeecchhh* "huh what but this guy said..."

She'll wake right up then. About 200-225hp, 225-250 ft-lbs. Add in the right gearing and trans and she'll move along just fine. My old 68 Camaro could run circles around my buddy's 100% stock 68 327 2bbl car.

Yes, mine is the non integrated head, I think that started in 75?

I seen folks using Langdons, and thought they looked nice, and a little sturdy. I see now that 12bolt has them. He might have bought their stock up from them.

I didn't know Summit sold stuff for the 250, as in high performance stuff.

Would the 4 barrel be too much for my 250, without having to rejet it? I have only taken one barrels apart. And for a cam, I have done V8's, but never messed with one of these. I'm going to have to do some reading. It's very easy to get to everything on here, which is nice, but I am lost with the cam.

WOW! You were running around a 327, thats actually impressive! I was told by a friend that these 250's can take a beaten and keep going. Supposed to have a strong bottom end. I don't beat my car, but occasionally like to step in it a little.

I would be thrilled with 200hp! I seen that CLifford performance kit, and didn't know if they were any good. It is a 2 barrel though.

Holley makes a 390 CFM 4 bbl that is just about perfect for the 250. Almost everyone on here has or is running one.

A 2bbl 327 isn't all that fast especially with a powerglide so it's not a huge accomplishment...

As to the cam: several companies make them. The hard part is changing one. First off they're rediculously long so you have to figure out how you're going to pull it out. I had to jack up the front of my engine, remove the grill and radiator and pull it out the front of the car. Then you have to get a new cam gear, heat it up, and slide it on. Then there's the retainer and finding those screws through the existing cam gear. While you're doing that you'll want to get new lifters, springs and valve seals... it snowballs real quick. Mine lead to way more than I had planned!

The L6 is so stout because it has 7 mains and is naturally balanced. You get it running right and even with a heavy cam it'll bare move at idle. They're just darn smooth.

Saw a video of someone who removed all the oil from one of these and ran it at WOT until it blew. Lasted about 15 minutes from what I recall. I don't know of any other engine that can do that.

As for Clifford: my humble opinion is overpriced.

I wasn't sure if the Holley 390 would need downjetted for the 250. Still learning.

I did some reading on the cam change, yeah, I seen a guy heating one part, and putting the other in his fridge. I never tried to do a cam in on of these, or adjust the rockers....etc. So I am still a bit nervous about that part.

I am not too surprised about the durability of these motors. I have heard so many people telling me stuff like you stated. These motors are tough!! I like the look and ease of working on the design. I didn't want to drop in a V8, thats kind of the easy way. I am honestly only seeking about 200 hp, for running around. Well, I know me, the following year, I'll be searching for more horsepower..LOL

You might check with Gaerte engines/Topp racing parts. They are building me a 292 with serpentine belt A/C and alt. bilit crank. Crank fired ignition, 12 port Sissell head. weiand 142 blower and 3x2bbl. Roch carbs. If you go to vintagespeed.com my carbs are the third one down on home page.

Thank you, I will check them out. WOW your motor is going to run! Damn!

For a cam, a lot of the manufactures can grind you a cam. Want to talk to a human being who is doing something more then reading out of a catalog? Call Schneider in San diego. They have done my last couple of cams and they have been spot on with their recommendations.

Intake--If you want multiple carbs (and they do look cool on a 6) then consider the Clifford 2x2 using a pair of 38 mm 2bbl Webers. It is a little pricy but worth it. I have that set up on my 261 and it runs really well. Has hot water passages already cast into the floor of the manifold.

Head, you can get the bolt in lumps and go to town. Good three angle valve job, maybe some larger valves.

I agree, speaking with a human instead of them reading to me what they have on their pages is much better. Cam makes it or breaks it!

I used to run dual carbs on all of my Beetles. I owned many, and that always woke them up! Well, so did the stroker crank and pistons. LOL

Reading away online so far, I see the head work is a big help. I watched some youtube clips on that lump port. I forget the guys name.

There used to be a vender that showed up at the Hot August Nights swap meet too sell an oil additive. He had a demo engine with the pan removed to show there was no oil "only the treatment with his product". The engine ran all day, day after day at idle. It had water. The engine of choice was a 250. I was always temped to give the throttle a twist.

_________________________
"I wonder if God created man because he was disappointed in the monkey?" Mark Twain

I wasn't sure if the Holley 390 would need downjetted for the 250. Still learning.

I did some reading on the cam change, yeah, I seen a guy heating one part, and putting the other in his fridge. I never tried to do a cam in on of these, or adjust the rockers....etc. So I am still a bit nervous about that part.

I am not too surprised about the durability of these motors. I have heard so many people telling me stuff like you stated. These motors are tough!! I like the look and ease of working on the design. I didn't want to drop in a V8, thats kind of the easy way. I am honestly only seeking about 200 hp, for running around. Well, I know me, the following year, I'll be searching for more horsepower..LOL

The 390 works well. A little tinkering will match it to the engine perfectly.

Cam: Just do what I did: take the old and new cams (and new timing gear!) to a local machine shop and let them put the cam gear on. They have the equipment to do it quickly and correctly. I was lucky and had a really good one around the corner from my house (well about 10 minutes away...) that loved my little 6er and liked when I brought her over. Bought all my oil and carb stuff from him too. He did the cam gear swap for about $20 if I recall but I'm sure that was special pricing. Regardless it'd be less than $50 most likely.

There used to be a vender that showed up at the Hot August Nights swap meet too sell an oil additive. He had a demo engine with the pan removed to show there was no oil "only the treatment with his product". The engine ran all day, day after day at idle. It had water. The engine of choice was a 250. I was always temped to give the throttle a twist.

That had to be some really good additive. I do add ZDDP with my oil, but his stuff muet be pretty good! Oh man. If you would have twisted the throttle, well that would have gotten interesting. LOL

I wasn't sure if the Holley 390 would need downjetted for the 250. Still learning.

I did some reading on the cam change, yeah, I seen a guy heating one part, and putting the other in his fridge. I never tried to do a cam in on of these, or adjust the rockers....etc. So I am still a bit nervous about that part.

I am not too surprised about the durability of these motors. I have heard so many people telling me stuff like you stated. These motors are tough!! I like the look and ease of working on the design. I didn't want to drop in a V8, thats kind of the easy way. I am honestly only seeking about 200 hp, for running around. Well, I know me, the following year, I'll be searching for more horsepower..LOL

The 390 works well. A little tinkering will match it to the engine perfectly.

Cam: Just do what I did: take the old and new cams (and new timing gear!) to a local machine shop and let them put the cam gear on. They have the equipment to do it quickly and correctly. I was lucky and had a really good one around the corner from my house (well about 10 minutes away...) that loved my little 6er and liked when I brought her over. Bought all my oil and carb stuff from him too. He did the cam gear swap for about $20 if I recall but I'm sure that was special pricing. Regardless it'd be less than $50 most likely.

Thats good news on the 390. I thought they needed rejetted. Sounds like some adjustments then.

I'll have to ask around about some machine shops near me. If I go with a cam. I do want to stay reliable but im sure a mild cam would help too.

I'm pretty sure about mid December I mqy have about 1500 to work with. So I'll have to see how far I can strech that on the motor.

Thr exhaust pipes and mufflers dont need to be in that budget above there.

A common misconception is if you put a carb on a smaller engine it needs re-jetting. Not necessarily.

If you let your kid drink out of your pop bottle with a straw do you get him a smaller diameter straw?

The carb will produce a certain A/F ratio at a given airflow. The vacuum source could be a bigger engine or a smaller one, but as long as there is enough vacuum created by the engine so as not to lose adequate signal in the carb re-jetting the main jet system is not necessary.

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FORD 300 inline six - THE BEST KEPT SECRET IN DRAG RACING!

A common misconception is if you put a carb on a smaller engine it needs re-jetting. Not necessarily.

If you let your kid drink out of your pop bottle with a straw do you get him a smaller diameter straw?

The carb will produce a certain A/F ratio at a given airflow. The vacuum source could be a bigger engine or a smaller one, but as long as there is enough vacuum created by the engine so as not to lose adequate signal in the carb re-jetting the main jet system is not necessary.

Ahhhh that made sense! I think I read somewhere that someone had to reject. So that probably stuck in my brain.

I keep debating on the whole Clifford package, or going the other route and getting an offy intake, 390, and Langdon splits.

The Clifford package only has a 2 barrel. So it's iffy.

I did watch a guy on YouTube putting a Holley on a chevy 250 like mine, and it appeared the setting up of the linkage was a bit dreadful, But I guess that's part of the journey.